THE HISTORY OF THE ASPHALT INSTITUTE, Preface he history of the Asphalt Institute closely parallels the history of the asphalt indus- try. In the beginning, the Asphalt Institute was the primary associction spearheading the technical, educatioral, and promo- tonal programs for the industry. Through the decades, many prominent engineers and leaders rose within the Institute 10 pioneer new frontiers of asphalt technology. As the industry evolved, new voices were heard as other associations were formed. Recognizing the importance of industry solidarity, the Asphalt Institute continues to serve as a strong voice while stressing increased oppor- tunities for association partnership. This book depicts the evolution of the Institute and the industry through ‘words and photographs, offering a nostalgic loole at 20th century achievements and a glimpse of what the fature holds Above all, I want to thank the late Herbert Spencer, for- ‘mer Field Engineer and President of the Asphalt Institute, for compiling much of the Institute's history His chronicle of the first 50 years was never published, but it served as excellent source materia for this book. Many thanks also to the 75th Anniversary Committee, ‘composed of Linda Botkin, Mitch Creager, Mandee ‘Braga and Carmela Chapelle, for valuable direction in producing the book. My thanks to Ross Bentsen and Beverly Jones for their careful editing and to Trapp ‘Communications for the book's outstanding graphic design, A special thanks goes to John Davis, Media Coordinator, who eagerly accepted the responsibility and amply served as the primary organizer and writer of the book. I would be remiss if [ did not add my appreciation to the Asphalt Institute field engineers for their continual assistance in supplying critical information on key events that occurred throughout the years. Finally, 1 want to add the thanks of all Asphalt Institute employ- ‘ees, past and present, to the member companies who have actively supported the Institute throughout its 75 years. Without their support there would be no history. Abr JS th. Edward L. Miller President, Asphalt InstituteTHE HISTORY OF THE ASPHALT INSTITUTE Introduction nthe early years our goals centered around reducing the proliferation of asphalt specifications and getting state and federal road engineers to believe that asphalt could be used for heavy-duty highways as well as for farm-to-market roads. ‘The enthusiasm and patient promotion of asphalt by Asphalt Institute field engineers did more than anything to con- vince highway engineers around the nation that asphalt could provide viable and durable pavements In 1994, seventy-five years later, our industry is faced with a much different slate of challenges—environmen- tal, global and highly technical. But people and engi- neers of all types sill need to hear that asphalt is safe, healthy, flexible and durable. They weed w realize it will serve our needs in the 1990s and beyond even bet- ter than it did in the 1920s, Seventy-five years ago, asphalt was welcomed because of its versatility. That hasn't changed. It continues to be versatile. It makes an ideal liner for a salmon hatchery in the Pacific northwest, yet serves as the pavement for ‘major traffic arteries in Los Angeles, Chicago and Boston. Asphalt will continue to provide uses for our ‘general aviation and international airports, and for our ‘county roads and Interstate highways. ‘The Asphalt Institute looks forward to the future, It will continue to act as a strong voice for the national and international interests of the asphalt industry; and it will continue to advance the efficient use of asphalt through engineering, research and education. a fig ek Tom Reynolds 1994 Chairman of the Board of Directors, Asphalt Institute_tmumsize stone and opened up the field for asp mi BEFORE 1919--THE EARLY YEARS Horse and Baggy Days... The Gey Nineties. Bioyols Builefor Too . The First tatomolile... Titenio. Hod Wont . - Our Foro. The Wright Brothers . . Spindlelop, OlField . . . Eddie Rickenbacker. cfore the 1900s, highway builders depended | provide for inter-cty highways. With the Topeka Mix and the solely on stone, gravel and sand for road clamor by the public for more highways, the asphalt producers construc realized that some concerted tion, Roads action by the industry was were stabi- the best way to bring their product tothe attention of both engineers and the pub- lic, ‘The asphalt industry con- cluded that it needed a single spokesperson, a representa tive ofall the asphalt produe- ing companies, to explain and defend its product, one that would work dlosely with all the user agencies In the spring of 1919, J. R Draney of US. Asphalt Refining Company and W. W. ‘McParland of Wamer- Quinlan, acting asa commnit- | tee of two, invited a group of lized by adding water to form a binder in the surface sand that would support horse drawn traffic. Mud and dust did not become severe prob- Jems until the advent of the automobile, | In 1904 more than 55,000 automobiles were using the | nation's existing roads. By | 1910 the number of trucks and automobiles had risen to nearly 470,000. The nation sudldenly faced a serious problem-the general destruc- tion ofits good, untreated dirt roads. The important ques 24 petroleum asphalt refiners tion for road engineers was, and paving contractors toa “How do you build a road so it won't selfdesruce™ Road olls : meeting to discuss the forma, and penetration macadam proved to be the answer. They ‘were the most effective deterent against dust and destruction, Some. states and independent laboratgpies hiad done | Wasphalt ee and experimental ork taixing asphalt or heavy roadvolls with vat —_- met to diséiss the Sonsiution and by ‘ous stone sizes. The “Topeka Mix" used 2-1/2 inch weaxi<— Commerce cee in Boston, Masato Macho 1916, a rat maa setTHE 1920s--THE ROARING YEARS Hapspors.. . Horses to Horrepower. .. Women Get the Volo. . . The Charleston. Tho Great Galiby Medel A Fords. Lott Generation... The Crash of 29. PROPER USE OF ASPHALT. During the early 1920s, there was a great need atthe state, county and city level for information about the proper use of asphalt for the various types of construction. The Asphalt Association and Prevost Hubbard began to meet this challenge by prepar- ing and disseminating Research Papers, Construction Leaflets and Information brochures to state and local road engineers Some of these were later consolidated into the Institute's fist Paving Manual. Wallace Craig, one of the ealy Asphalt ‘Asyociation District Engineers in the Chicago Office, prepared ‘2 handbook for his own personal use, which was later used as a model for the first Asphalt Handbook. 102 GRADES REDUCED TO 9. Because of proliferating specifications, Asphalt Assocation engineers proposed that the extensive number of asphalt grades be reduced and simplified. In 1922, the Asphalt Association alet- ‘ed the Department of Commerce's Division of Simplified Practice that 102 different penetration grades were being paved road system in the US. A number of important indus- tty groups, as well as the Asphalt Association, were formed, These included the Highway Research Board (now ‘Transportation Research Board) of the National Academy of Sciences, the American Road Builders Association (now American Road and ‘Transporation Builders Association), the ‘American Association of State Highway Officials (now American Association of State Highway and Transportation Officials), the Portland Cement Association and the Associated General Contractor PAVING FARM-TO-MARKET RoaDs. ‘Toward the end of the decade, the Asphalt Association and ‘the American Farm Bureau Federation joined in a nationwide campaign to inform the American people about the benefits of upgrading the nation’s secondary road system. Promoted by Charles A. Lakin, then manager of the Asphalt Department, Standard Oil Company of Indiana, the idea met with almost instant approval. Tae Asphalt Association voted a special. annual contibution of $100,000 to fundTHE 1930s--THE DEPRESSION YEARS pt Bread lines. FDR... The New Dual. TVA... Dust Bout. GS A Coon . Pormanent Waves... Srirloy Temple... Hindenburg as Worlds... Gone with the Wind... fase Owens Si airy ea umber fad te Mca dani, He mn ok a resect in Ka, MouUnelo Sam Wants You... Reosio the Riveter... WAAES. Day... Hinoshima. .. Oh Fuanhio. .. F THE 1940s--WORLD WAR II Nolen Madness. SachicRobirion Birth ofthe United Notions though the begin ning of the war effort in 1939 changed the US. from a depres. sion economy to a boom economy, plans for new construction and maintenance were puton the shelf Thousands of miles of roads were maintained minimally or not at all fiom 1941 to 1945, Production of private automobiles halted in 1942 and civilian travel was sharply curtailed. Vehicle registrations dropped 10 percent fom 1940 50,1945. Gasoline was severely rationed. Many ype ou became respons “sticcessfully met “hoine and Atough ck al ring on casas day acne (9/1000 ruck ana 12000 aomobles. Te read was ans 5 ofall > ons" yfsonebae cing i a O all,THE 1950s--THE BUILDING YEARS lila te... Teton... Iw Lay. Drivers, . Koren Wen NPA Tanda. urib.. Elis. Pecbend Fel... F Menilyn. Cherry Cokes. Hide Mbaps \ CO ] he Maine Mae was bef state 0 0 ua majo cpl tar ee Die oped in 1942. The anes eileen be the Institute's Aaine Trg pred tn statement 1955, He pple are gal ing te rend cpringof that a hot-mic asphalt wear- ing surface served a more useful purpose than merely resurfacing a worn-out con- crete road. Maine was the firs to realize that, together with a flexible base, an asphalt wearing surface ‘would stand up to any type of traffic loading, During construction and for many years afte, engineers from all ver the US. and the world visited the Maine Tumpike. ‘The 66-mile-long Tumpike ‘ie Brenan vise the design and construction of the New Jersey Tumpike. A comm tee of representatives from this firm and several others was, formed to recom. mend a pavement design to the ‘Tumpike Auchoniy. ‘When the commitee extension-also asphaly, fom compared aerate Poti to ugs-was opened . _ bids of pocand hot- ae a 7 tnigasphal they stv thatthe Tumpike Ahonty would save NEW JERSEY URN? IKI. Bpneby aspha, | S2.nilon by ting asphalt, Realizing that asphakonld pe Ye a form well and atthe Same ume save the sate money, New Jersey wasted every section of the Tumpike to asphalt. "Historically spelling the decision to ull the New Jersey “Tumpike with asplit vas of uetriendous significance tobboth pe asphalt and ‘hedaghay ndusces. Tetnstiane had Jersey Turipike, Th {fe volun fom Gan ee tS New York The same consulting engineers that eds Haine Turapike were esiployeeiTHE 1960s--WATERSHED OF CHANGE Berlin Wall... Fallout Shells... Kennedy... The Beatles Martin Lather King... Sc Deay Wan... Fist Wablron ho Moon Vtnam . Frihes.. Weaddec hharles W, Soon after, Beagle did Duke” another WAM project, this Beagle, time placing the base Director of course in one 4-inch lf Public Works Excavation and base course placement were completed in one day and the surface course was laid the following day. ‘Those streets and four oth- rs constructed in 1962 ‘withstood the winter wth ‘out cracking or move- ‘ment WAM projects were for the Township of ‘Woodbridge, New J was the first to apply FullDepth* pavement concept to the design of contemporary steets. He believed that the clay and sit subgrade of the nowth- east Jersey terrain could be sealed off by a layer of stabilized asphalt base ee , successful and speedy and be strong enough to ae pn ene Roadway excavation Suppo wheel pas ee began around 8 am, with ‘without serious deflec- | the stabilized base course tion, Beagle made the Iki in the afternoon, ‘This first practical test of his. | $$ $$ | method allowed theory in September ‘Woodbridge residents to 1962: HE bid a 4-inch stabilized asphalt base onthe. 8 ride tp, work on their oldstgee inte morning and ride home ‘Woodbridge subgrade and topped it with 4 2 inch ‘aaphaltsur | ¢ On-a new stabilized asphalt base mi the evening. The speed of was the first Woodbridge Accelesited Meth HAND prgect “Engineers ‘atthe time beligeed tat slized ys (operation andieconomy of labor ad matials-saved nea 10. i “olihe cost of acti ibpavements, The WAM pro-THE 1970s--THE BEGINNING OF THE ENVIRONMENTAL MOVEMENT Watorg lo... Water Beds... Secretariat... Mashan Pipeline ns... Roots... John Paul II... Muhammed Al Mis Piggy... Middle East... DiseoDaneing. . . Bicentounial Oil Embargo Bigs Jr was Pres of Tren Jess B. Agha state fom 1969 1978 Buchanan retired in 19 Eugene M. Johnson was named President of the Asphalt Institute. His nine years at the helm of the Institute saw a pro ductive partnership with the FHWA, the beginning of envi ronmental control by the feder- al government, and the wide promotion of Full-Depth asphalt more realistic measurement of asphalt behavior at 60°C (240°) rather than at room temperature; (3) performed better with the Marshall sabil- ty test performed at 60°C (C140) rather than room tem- perature; and (4) allowed ‘more uniform handling of asphalt cement in the fel. ‘The Instinate held seminars to train individual tates and agencies in the use of viscosity srading. Most states quickly adopted the system, VISCOSITY GRADING. The Asphalt Institute's development ofa vis cosity grading system in the carly 1970s was significant because it changed the speci Hn ste rom tacitonl peneaton ap ngs ne eee fouitlaa Ppovid) iy, Oopeatea 1THE 1980s--THE YUPPIE YEARS Ronald Reagan... Medes. . Gorbachos. Spee Salt. MOV... EF. Phones Home. Charland De... Mether Torsa Cabbage Pach Kids... Berlin Will Fells... Bern into USA \ he focus ofthe paving industry changed fromnew Va construc ( tion in the ‘ 1950s and 1960s to rehabilitation in the \ 1970sand 1980s. Much of the \ Intersate system was nearing \ the end of its service life and \ requited epi o stay alaeal of the demands placed on itby the increasing number and weight of the vehicles using it. State highway engineers turned to asphalt overlays because they were the east expensive ‘and most reliable method of renewing Interstate highways Chicago's John F. Kennedy Expressway, the busiest roadway in the ‘world, isan example ofa large resurfacing \ project that was cost effective and durable, _: Grigitillyeastructed with 10 inches of cones, the: Expressway was experiencing surface Sg aTHE 1990s--REENGINEERING THE FUTURE Desext Horm. . Fee: Machines Ain Bags... Me rhnering on a new mission based ona new vision forthe 1990s, The mission contained the purpose and vision of the founders but incorporated new initiatives. The most significant technological initiative was the creation and implementation ot the National Asphalt Training Center (NATO). ILis funded by the FHWA and functions asa nationally accessible facility for agency and industry personnel to receive training in Strategic Highway Research Program (SHRP) and Superpave™ asphalt technology Environmental issues and regulations continue to be top priorities. In response to recent U.S. and European studies that have alleged the carcinogenicity of asphalt fumes, the Institute ed an effor that developed scientific data to expose unrealistic and unsound conclusions concerning expostire 6 Aasphall fumes. Since:1989, member Gompany chemists, toxi- ‘ologists and epidemiologists have eompiked a wealth of new data to assist regulators in revising regulations cor e asphalt fumes y Environmental Battle Lines vena Wadler Rush Linbaugh...Mihad ferdan CDRom. . Cellular Phones . Rellrblades.. . . Enctof Millenium During a Nona gd ing ter (9 on, Grel Lands Cope, ‘NG lab rc bes Tom Ras, HR Bn, denalinga cet. Although asphalt has been used for yeas in environmen- lly sensitive projects its ability tomeet current environmental demands must sill be demon- strated, District Engineers xcross the nation were success- ful in promoting asphalt liners for drinking water reservoirs, land fil, fsh hatcheries and environmental holding ponds, ‘They worked with the California Department of Fish and Game to revise regulations dealing with the use of asphalt in culverts and adjacent to water environments. Through their effons, several sates have ruled that reclaimed asphalt pave- ment (RAP) is clean ill In june 1992, the Board of Directors appointed Edward L Miller as President ofthe Institute. Part of Miller's mission as the new President was to rengineer the Insitute toward the 2stcentury. To factate Miller's task, the Board of Directors _fenged'a new mission atementor te Instute Te states the Asphalt inihitsite is an association of asphalt produc- ersiind manufactiers and alate businesses, whose pur-